Sylvania



C. C. FARMER ET AL Re' NTROL EQUIPMENT 4 l l i w 6 .n 1l Q S o t e e R e.n S 2 L u.. L N 9 A F l M T F U. E w. 2 Q R E E E u v. A. A R R d T 9 mm u C F l C D m E P C S r O .l. 2 9 1 3 1 M TIMNG HES N0 TMINO RBS. N02

Rs Y A WM N s w R Rm o OFT. T TdH T NCN A E A5 VEA M 2W Lm CT ReissuedDec. 13, 1927.

UNITED STATES PATENT OFFICE.

CLYDE C. FARMER, OF PITTSBURGH. AND THOMAS H. THOMAS, OF EDGEWOOD, PENN-SYLVANIA, ASSIGNORS T0 THE XVESTINGHOUSE AIR BRAKE COMPANY, OF WIL-MERDING. PENNSYLVANIA. A CORPORATION 0F PENNSYLVANIA.

SPEED-CONTROL EQUIPMENT.

Original N0. 1,553,603, dated September 15, 1925, Serial No. 733,084,tiled August 20, 1924. Application for reissue filed January 28, 1927.Serial No. 165,509.

This invention relates to automatic train speed control apparatus andhas for its principal ob]cct to provide certain improvements in thetrain control equipment as disclosed in the prior pending applicationot' Clyde C. Farmer and Thomas il. Thomas, Serial No. 692,970. tiledFebruary 15. 1924.

In the accompanying drawings: Fig. 1 is a diagrammatic view, partly insection, of an automatic train speed control equipment embodying ourinvention; Fig. 2 a central sectional view of the brake applicationvalve unit of the train control equipment; Fig. 3 a diagrammatic view`in which the port connections made blv the brake valve in its dit'-ferent positions Inay be traced; and Fig. 4, a section on the line 4 4of Fig. 1.

In general, the equipment may comprise a overnor valve unit, a brakeapplication va ve unit, a brake valve device 1, and an acknowledgingvalve device 2.

The governor valve unit may comprise a centrifugal governor portion 3, achange speed valve portion 4. a timingr portion 5, and a magnet and pipebracket portion 6. The governor portion 3 comprises a rotatable memberT. having a pinion S meshing with a pinion t), the pinion 9 beingoperatively connected to a locomotive axle. so as to rotate at a speedwhich varies according to the speed ot' the train. The member 7 carriesgovernor bails 10 adapted to oper ate a spindle 11, in accordance withthe speed of the train. A cross head 1Q is carried by the spindle 11 andadapted to operate a series ot' governor valves 13, 14, and 15, and blowdown timing valves 16 and 17.

The change speed valve portion 4 coinprises a casing containing a highspeed vai ve device, a medium speed valve device. and au acknowledgingpilot valve device. rThe high speed valve device comprises a piston 18contained in piston chamber 1D and a slide valve 20 contained in valvechamber 2l and adapted to be operated bv pistou 19. The medium speedvalve device comprises :i piston contained in piston chamber 23 and aslide valve 24 contained in valve chamber Q5 and adapted to be operatedby piston Q2. The acknowledging pilot valve device may comprise a piston26 contained in piston chamber E26, a valve piston 27 contained in valvechamber 2S, and a cavity 29 contained in valve cli-amber 3U, said valvepiston 27 and the valve 29 being operable by piston 26.

The timing portion 5 comprises a casing containing a high to mediumspeed timing valve device and a medium to low speed timing valve device.The high to medium speed timing valve device comprises a exiblediaphragm 31, subject on one side to the ressure in diaphragm chamber 32and on tie opposite side to the pressure of a coil spring 33, thediaphragm 31 being adapted to operate a double beat valve 34, containedin valve chamber 35. The medium to low speed valve device comprises aexible diaphragm 36, subject on one side to the pressure in a diaphragmchamber 37 and on the opposite side to the pressure ot' a coil spring38. the diaphragm 36 being adapted to operate a valve 39 contained inspring and valve chamber 40 and a valve 41, contained in valve chamber42.

The magnet and pipe bracket 6 comprises a casing to which all thecontrolling pipes ot' the governor unit are connected and said casingcontains a high speed magnet valve device and a medium speed magnetvalve device. The high speed magnet valve device comprises a magnet 43and valves 44 and 45 operable bv said magnet. The medium speed magnetvalve device comprises a magnet 46 and valves 47 and 48, operable by themagnet 46.

The brake application valve unit may comprise a pipe bracket portion 49.a. brake pipe reduction ensuring and brake application suppressingportion 50, a brake application portion 51. a split reduction cut-outportion and an equalizing discharge valve portion 53.

The pipe bracket portion 49 comprises a casing to which all of thecontrolling pipes ot the brake application valve unit are connected andsaid casing contains a first reduction chamber 54, a second reductionchamber 55. a timing reservoir No. 1, and a timing reservoir No. 2.

The brake pipe reduction ensuring and brake application suppressingortion 50 comprises a casing containing a rake pi e reduction ensuringvalve device and a bralie application suppressing valve device. T hebrake pipe reduction ensuring valve dev1ce may comprise a. exiblediaphragm 56, subject to the opposing fluid pressures 1n diaphragmchambers 57 and 58 and to the pressure of a coil spring 58 in chamber58, said diaphragm being adapted to operate valves 59 and 60 containedin valve chamber 61. The brake application suppressing valve device maycomprise a flexible diaphragm 62, subject on one side to the pressure 1ndiaphragm chamber 63 and on the other sideto the pressure of a coilspring 64, said d1aphragm being adapted to o rate Valves 64 and 65,contained in valve c iamber 66.

The brake application portion 51 comprises a casing containing a brakealpplication valve device, a pilot piston va ve device, a reductiontiming valve device, and a reduction hold back valve device. T he brakeapplication valve device may comprise a piston 67, contained in pistonchamber 68, and a slide valve 69, contained 1n valve chamber and adaptedto be o rated by piston 67. The pilot piston v a ve device may comprisea piston 71, contained 1n piston chamber 72 and a slide valve 73,contained in valve chamber 74, and adapted to be operated by piston 71.l

The reduction timin valve device may comprise a piston 75, su ject onone side to the pressure in piston chamber 76, and a valve 77, containedin the valve and piston chamber 78 and adapted to be operated by piston75. The reduction hold ack. valve device may comprise a piston 79,subject on one side to the pressure in piston chamber 80, and a valve81, contained in valve chamber 82 and adapted to be operated by piston79.

The split reduction cut-out portion 52 1ncludes a piston 83, containedin piston chamber 84, and a slide valve 85, contained 1n valve chamber86 and adapted to be operated by piston 83.

The equalizing discharge valve portion 53 contains an equalizingdischarge valve mechanism comprising a pistou 87, having the chamber 88at one side connected through pipe and passage 89 with an equalizingreservoir 90, and a valve 91. contained in chamber 92 at the oppositeside of the piston and adapted to be operated by said piston. Theportion 53 also contains a reduction safety valve device comprising aflexible diaphragm 93, subject on one side to the pressure 1n diaphragmchamber 94. and a valve 95, contained in valve and diaphragm chamber 96,and adapted to be operated by said diaphragm.

The brake valve device 1 may comprise an upper casing section, a lowercasing section, and an intermediate casing section. Contained in theintermediate casing section is a valve chamber 97, containing an upperrotary valve 98 and a lower rotary valve 99. both valves being operableby handle 100. The upper casingT section contains a release pilot valve101 disposed in valve chamber 102 and having a stem 103 adapted toengage the end of a pivotcd lever 1048, said lever having a projectingportion 101" adapted to engage a cam 101 associated with and movable bythe operation of the handle 100, as more clearly .shown in Fig. 4.

The acknowledging valve device 2 may comprise a casing having a valvechamber 105. containing.: a rotary valve 106, adapted to be operated bya handle 107.

lith the brake valve in ruiming position, as shovvn in Fig. 1. the brakepipe 108 is maintained charged to the standard pressure from the mainreservoir 109, from which fluid flows through pipe and passage 110 tovalve chamber 7() and thence, with the slide valve 69 in the normalrelease position as shown. through pipe and passage 111 to the rotaryvalve chamber 97 of the brake valve device. In running position, fluidis supplied from the pipe 111, through pipe 11:: and the usual pressurereducing feed valve device 113 to the brake pipe 108, by Way of cavity114 in the rotary valve 99.

The brake pipe 108 is connected in the usual manner to the pistonchamber 92 of the equalizing discharge valve mechanism and is alsoconnected to the diaphragm chamber 58 of the reduction ensuring valvedevice.

A capacity reservoir 115 is connected to pipe and passage 116 whichleads to diaphragm chamber 57 of the reduction ensuring valve device andsaid reservoir is charged with fluid under pressure from the brake pipe108 through passage 117 in the brake valve device and cavity 118 of therotary valve 98.

The equalizing reservoir 90 and the piston chamber 88 of the equalizingdischarge valve mechanism are charged to brake pipe pressure by way ofcavity 123 in the rotary valve 99, pipe and passage 124, and cavity 125in the application slide valve 69.

The valve chamber 74 of the pilot valve device is charged with fluid ata pressure less than main reservoir pressure by ivay ot a feed orreducing valve device 126 and pipe and passage 127. The valve chamber 86of the split reduction cut-off valve device is also charged with fluidfrom passage 127. Piston chamber 105 of' the acknowledging valve 2 isalso charged with fluid under pressure from the pipe 127, by way of acut-out cock 119.

Assuming that the train is running under a high speed signal indication.the high speed magnet 43 will he energized and the medium speed magnet46 will be deenergized. The valve 44 vvill then be seated and the valve45 unseated, so as to supply fluid at feed valve pressure from pipe 127Lto passage 128, leading to piston chamber 19 of the high speed valvedevice, and since the valve chamber 21 is also charged with fluid underpressure from pipe and passage 127, the piston 18 will be held in itsinner position by spring 129. In this position, the slide valve 20 openscommunication from valve chamber 21, through passage 130 to diaphragmchamber 32 of the high to medium speed timing valve device and to thehigh to medium reservoir 131, so that said chamber and the reservoir arecharged with fluid at feed valve pressure. The diaphragm 31 then movesthe valve 34 to close communication from passage 132 to passage 133.Passage 132 leads from piston chamber T 2 of the pilot valve device,past the open valve 64 of the application suppressing valve device, andpassage 133 leads to the medium speed governor valve 13. so thatcommunication is now cut off from the pilot piston 71 to the mediumspeed governor valve 13.

In the high speed position of slide valve 20, the diaphragm chamber 37of the medium to low timing valve device and the inedium to lowreservoir 134 are also charged with fluid at feed valve pressure fromvalve chamber 21, through port 135 in slide valve 20, and passage 136,so that diaphragm 36 is operated to close valve 39 and open valve 41.Fluid at feed valve pressure is then supplied from feed valve passage127 to passage 137, leading to the piston chamber 23 of the medium speedvalve device. The medium speed piston 22 being thus subject to fluid atfeed valve pressure on its opposite sides, said piston will be shiftedto its inner position by spring 138. In this position, the slide valve24 connects the stop reservoir 139, through passage 140 and cavity 141in slide valve 24, with an atmospheric exhaust port 120.

The passage 133 also leads to the seat of slide valve 24 of the mediumspeed valve device` but is blanked by the slide valve when the valve isin its inner position, as shown in Fig. 1.

As the construction and operation of the split reduction portion of thisapplication is substantially the same as that of our prior application,Serial No. 692.970, hereinbefore 1e erred to, the same will not bedescribed in detail. The manner in which the cut-out valve device iscontrolled, however, is different from that of said prior applicationand will now be described.

Pipe and passage 133EL is connected to piston chamber 84 of the splitreduction cutout valve device and leads to the seat of the medium speedslide valve 24 and in the inner position of said slide valve, thepassage 133EL is connected through cavity 141 with atmospheric exhaustport 120. The piston chamber 84 is therefore vented to the atmosphere,so long as the slide valve 24 remains in its inner position. Theoperation of the apparatus is such that the medium speed valve deviceremains in its inner position when subject to either a high or mediumspeed signal indication and only moves to its outer position when a lowspeed signal indication is received.

When the piston chamber 84 is vented to the atmosphere, as abovedcscribeil. the fluid pressure acting in valve chamber 8G, causes themovement of piston 83 to its outer position. In this position, passage143, leading to the second reduction reservoir 55, is connected, throughcavity 142 in slide valve 85, with passage 144. leading to the firstreduction reservoir 54, so that the two reservoirs are now connectedtogether and operate as a single reservoir. When the reservoirs 54 and55 are connected together. thet split reduction feature is preventedfrom functioning. Passage 144 is connected to exhaust port 149, througha cavity 150 in slide valve 69, when the application piston 67 is in itsnormal release position, so that both reservoirs 54 and 55 are now maintained at atmospheric pressure.

`When the split reduction cut-out piston 83 is in its inner position,the reduction reservoirs 54 and 55 do not communicate with each otherand the split reduction mechanism then operates to effect a two stagereduction in brake pipe pressure, substantially in the same manner asdescribed in our prior application, Serial No. 692,970, hereinbeforereferred to.

WVhen a low speed signal indication is received, the control apparatusoperates so that fluid is vented from piston chamber 23 of medium s eedpiston 22 by Way of passage 137, so tiat said piston is shifted to itsouter position. In this position, a cavity 121 in slide valve 24connects passage 133a to passage 133 and also to feed valve passage1271. Passage 133 leads to the medium speed governor controlled valve13, and if the speed of the train exceeds the medium speed limit, saidvalve will be held open by the operation of the speed governor and thepassage 133" and consequently the piston chamber 84 will be maintainedat atmospheric pressure, the same as when the piston 22 is in its innerposition. If, however, the speed of the train is less than the mediumspeed limit, the valve 13 will be closed, and the fluid pressure inpiston chamber 84 will be built up by flow from the feed valve passage127, through cavity 121, and passage 133B.

The piston 83 will then be shifted to its inner position, in whichcommunication between the reduction reservoirs 54 and 55 is cut off, sothat the split reduction mechanism will now operate to effect areduction in brake pipe pressure in two stages.

Another feature of the present construction consists in providing areduction ensuring valve device which will ensure that a predeterminedreduction in brake pipe pressure will be obtained when the engineer'makes a service application of the brakes. regardless of the standardbrake pipe pressure which may be carried in the system, and which willthen ensure the suppression of an automatic train control brakeapplication.

The operation of the above mentioned feature is as follows: Vith thebrake valve in either ruiming or holding position, the diaphragm chamber57 of the reduction ensuring valve device is connected to the brake pipe108 by way of pipe and passage 116, cavity 118 in the rotary valve 98,and passage 117. Diaphragm chamber 58 is also connected to the brakepipe 108 and the diaphragm 56 at this side is subject to the pressure ofa spring 58l which is such as to provide a predetermined differentialpressure, such as twenty-four pounds, for example.

Under the above conditions, the diaphragm 56 will be maintained in theposition shown in Fig. 2, permitting the valve 60 to seat and with thevalve 59 unseated. The diaphragm chamber 63 of the reduction suppressionvalve device is therefore connected to the atmosphere by way of passage169, cavity 166 in application slide valve 69, passage 167, through arestricted port 170 and past the open valve 59 to atmospheric exhaustport 170".

The diaphragm 62 will then be maintained in its lower position by spring64", permitting valve 64 to open. With valve 64 open, communication isestablished through passage 132, so that the pilot piston 71 is subjectto operation when the automatic train control apparatus functions, dueto a chan e in the signal indication.

1V en the engineer moves the brake valve to service position, so as toeHect a service application of the brakes the pipe and p assage 116 isblanked, so that the brake pipe is cut off from diaphragm chamber 67,which remains subject to the bottled up pressure in the pipe and passage116 and the volume reservoir 115.

In service position, the brake valve oper` ates to vent fluid from thechamber 88 at one side of the equalizing discharge piston 87 and fromthe equalizing reservoir 90, through passage 89, cavity 125 inapplication slide valve 69, passage 124, and through ports controlled bythe rotary valve 98 of the brake valve device. The piston 87 is thenmoved by the higher brake pipe pressure in chamber 92, so as to open thedischarge valve 91 for venting fluid from the brake pipe. As chamber 58is connected to the brake pipe 108, the pressure therein will reducewith the brake pipe. It the brake pipe pressure is reduced to an extentslightly exceeding the value of spring 58a. which in the example givenwas twenty-four pounds, the bottled up ressure in chamber 57 willoperate the diap ragm 56 so as to close the valve 59 and open the valve60.

The closing of valve 59 ensures that the operation of the automatictrain control apparatus to apply the brakes will be suppressed, whichwill be understood from the following description of the functioning ofthe reduction suppression valve device. When the equalizing dischargevalve 91 is opened by the engineer in effecting a service application ofthe brakes, the chamber 63 is subjected to the pressure of fluiddischarged from the brake pipe, and this pressure acts on diaphragm 62against the resistance of spring 64 to close the valve 64. With valve 64closed, communication through passage 132 is cut off, so that the pilotpiston 71 is prevented from operating under conditions where anautomatic train controlled application would otherwise be effected. Whenthe discharge valve 91 closes, due to the engineer moving the brakevalve to lap position or otherwise, the pressure in chamber 63 will bevented by way of the valve 59, if the reduction in brake pipe pressurehas not been sufficient to eiect the operation of the diaphragm 56 so asto close the valve 59. As a consequence, the valve 64 will be opened, sothat communication is established through passage 132 and under certainconditions, the brakes will then be automatically applied by theoperation of the pilot piston 71 and the application valve device. Itthe reduction has been sufficient to effect the closure of valve 59,then the fluid pressure in chamber 63 will be maintained by flow fromthe brake pipe 108, past the open valve 60, and through passage 167,cavity 166, and passage 169 to chamber 63, and the diaphragm 62 will bemaintained in its u per position, maintaining the valve 64 close andthus suppressing an automatic train controlled application of thebrakes.

The sprmg 64a is employed to prevent the operation of diaphragm 62 bypossible leakage from the equalizing discharge valve 91. Said spring maybe such as to require a pressure of twenty pounds, for example, tocompress same. Any leakage past the discharge valve which is sufficientto build up twenty pounds pressure in chamber 63 and at the same timedischarge by way of exhaust port 17 0a would be suflicient to equal thatof a service brake pipe reduction made in the desired time to produce abrake application on a long train, and consequently, the diaphragm 62will not be operated by leakage to effect the suppression of anautomatic train controlled brake application when not intended.

In addition to the action of the pressure of fluid discharged from thebrake pipe by operation of the discharge valve 91 in opersuppressionvalve device to operate so as to ating the diaphragm 62 so as tosuppress the operation of a train control brake application, themaintaining of thc reduction suppression valve device in its suppressingposition is facilitated by connecting the pipe and passage 167 to thebrake valve device and by providing ports in the brake valve device forconnecting thc pipe 167 with the brake pipe 108 when tht` brake-valvedevice is in service position. In release, running, and holdingpositions. the pipe 167 is connected by a cavity in the upper rotaryvalve 9S With an exhaust port.

Passage 167 is connected through a cavity 166 in the application slidevalve 69 with passage 169 leading to the t'liaphragm chainber 63, sothat when the application valve device moves to brake applicationposition, communication from the diaphragm chamber 63 to the brake valvedevice is cut oil" and thus the operation of the reduction suppressionvalve device to suppress an automatic train control application ot' thebrakes iS prevented if the slide valve 69 has been shifted toapplication position, even though the engineer should move the brakevalve to service application position.

When a tvvo stage reduction in brake pipe pressure is effected byoperation of the train control apparatus. the second stage of reductionin brake pipe pressure is produced by discharging fluid vented from thebrake pipe by operation of the discharge valve 91 to a second reductionreservoir 55.

If, at the time a tivo stage reduction in brake pipe ressure is beinge'ectedthe engineer should become incapacitated for any reason, meansare provided whereby the reduction in brake pipe pressure will continueWithout regard to the reservoir 55 unless the brake valve is turned tolap position.

For this purpose, the pipe and passage 143, leading to reservoir 55, isconnected to the seat of the upper rotary valve 98 of the brake valvedevice. In running, release, and holding positions of the brake valve.said pipe is connected through a cavity in the rotary valve 98 with anexhaust port, so that if the train control apparatus should operateWhile the brake valve remains in any one of the above positions. thedischarge of fluid from the brake pipe by Way of the discharge valve 91will continue and will not be limited by equalization into the reservoir55. In lap position of the brake valve, the pipe 143 is blanked at thebrake valve. so that if the engineer moves the brake valve to lapposition, the reservoir 55 will function as intended to determine theamount of the second stage of reduction in brake pipe pressure.

If the engineer makes a sutlicient reduction in brake pipe pressure tocause the reduction suppress a train control application of the brakes,the pipe and passage 132 leading from the speed governor controlledvalves will be at atmospheric pressure by reason of the connection ofpassage 132 past the open valve to exhaust port 132% so that when thespeed of the train has been reduced below the speed limit indicated bythe signal indication and the engineer desires to elfect the release ofthe brakes by moving the brake valve to release or running position, therelease may be prevented and the pilot valve T1 caused to act due to theconnection of the atmospheric volume of pipe and passage 132 between thesuppression valve device and the speed governor valves to that portionof the passage 132 which leads to the pilot piston chamber 72. This maycause a suilicicnt reduction in pressure in chamber 72 to cli'ect themovement of piston 71 to application position and the consequentoperation of the application valve device. In order to prevent the aboveaction, a quick release reservoir 200 is provided which is connected bypipe 201 to the pilot piston side of the passage 132.

Interposed in ipe 201 is a check valve 202, the casing oigvvhich isprovided with a restricted charging port 203. In the normal releaseposition of the pilot piston T1, the piston chamber 72 and pipe andpassage 132 are charged with fluid under pressure from valve chamber 74, through a restricted port 163 in piston 71 and the release reservoir200 is then charged from passage 132 by Way of the restricted port 203.

lVhen the engineer operates the brake valve device to effect the releaseof the brakes after the speed of the train has been reduced below theindicated speed limit, the suppression valve device will be operated tothe position shown in Fig. 2 and the fluid under pressure previouslystored in the release reservoir 200 will flow past the check valve 202to the pipe and passage 132, so as to quickly recharge said pipe andpassage and thus prevent tIie possible movement of the pilot piston 71to application position.

Then the application slide valve 69 is moved to application position,passage 169 is connected through cavity 204 with exhaust port 149. Bythis means, any leakage which may occur at the slide valve 69 Will beprevented from building up pressure in the diaphragm chamber 63. whichbuilding up of pressure, if permitted, might cause the movement of thesuppression valve device to its suppressing position.

The restricted ort 170 is located in passage 167, so that uid will flowthrough said port and then past the valve 59 to the exaust port 170". Bythis means, possible leakage past the valve 60, when said valve is inits closed position, can escape past the open valve 59 to theunrestricted exhaust port 170,

In order to provide for the release of the brakes by the engineer afteran automatic train control application, a release valve 101 is provided.In the release, running, and holding positions of the brake valve, thevalve 101 is held unseated by the engagement of a cam 104, movable withthe brake valve handle 100, through the lever 104, with the stem 103 ofthe release valve. IVhen the release valve 101 is in its open position,pipe and passage 160 is connected to an exhaust port 176. With theapplication slide valve 69 in application position, the passage 160 isconnected through a cavity 161 with passage 132, so that the pistonchamber 72 of the pilot piston 71 is connected to the atmoshere, afterthe application valve device lies been operated, so lonfr as the brakevalve device is left in one of t e above mentioned positions. Therelease is thus prevented unless the engineer moves the brake valvedevice to lap position, in which the release valve 101 is allowed toseat. The seating of the release valve 101 permits the recharging of thepassage 132 and the piston chamber 7 2 by way of the restricted port 163through piston 71 and the consequent movement of the pilot valve deviceto release position. The movement of the pilot valve T3 to releaseposition effects the movement of the application valve device to releaseposition and then upon movement of the brake valve device to releaseposition, the brake pipe may be recharged and the brakes released in theusual manner.

The cut-out cock 119 is rovided for use when double heading or whenoperating in nontrain controlled territory. Normally the cock 119remains in the position shown in Fi 1, in which communication isestablishe from the feed valve device 126 to the feed valve pressurepipe 127. In double heading or when operating in nontrain controlledterritory, the cock is turned to its cutout osition, in whichcommunication from the eed valve device 126 to the feed valve pipe 127is cut oii. When operating in nontrain controlled territory, the traincontrol magnets 43 and 46 will be deenergized, resulting in the mediumspeed piston 22 and the slide valve 24 being shifted to their outermostor low speed position. In this position, the piston chamber S4 of thesplit reduction cut-out valve device is connected to the feed valvesupply pipe 127n by way of pipe 133n and cavity 121 in slide valve 24.

The pipe 127 is also connected in this position with the medium speedgovernor valve 13, which is open when the speed of the train exceeds themedium s eed limit. It will thus be seen that unless t e supply of fluidunder pressure to the feed valve pipe 127a is cut off, there would be aloss of fluid pressure when the medium speed valve 13 is open and alsothe possibility of operation of the split reduction cut-out valve deviceby fluid pressure supplied to pipe 1332.

Pipe 132 is also connected to the cut-out cock 119 and said pipe isvented to the atmosphere in the cut-out position of the cock, so that onthe second locomotive, in double heading, with the cut-out cock 119 inits cut-out position, the operation of the train control apparatus onthe second locomotive Will be prevented.

The pipe 12T which supplies feed valve pressure to the valve chamber 74of the pilot piston valve device is not disturbed when the cock 119 isturned to its cut-out position, so that the valve chamber 74 Will bemaintained charged with fluid under pres sure and the slide valve T3will be prevented from being lifted from its seat by main reservoirpressure which acts on the under side ot' the slide valve.

A cut-out cock 206 controls communication from the brake valve device 1through the brake pipe 108 and in double heading, on the secondlocomotive, said cock is turned to its cut-out position, in whichcommunication from the brake valve device to the brake pipe is cut olf,the purpose being to permit the control of the brake pipe pressure onlyon the leading locomotive. The cock 206 also controls communication fromthe governor valve portion of the train control apparatus to theapplication portion, so that if the engineer should neglect to turn thecut-out cock 119 to its open position, when the locomotive is taken outof double heading service, the turning of the cut-out cock 206 to itsposition (which is necessary in order to again connect the brake pipe tothe brake valve), will connect the application pipe 132 with the exhaustport of the cut-out cock 119 and will thus cause the operation of theapplication portion of the train control apparatus so as to effect anapplication of the brakes.

In order to permit the engineer to make an emergency application of thebrakes on the second locomotive in double headin when the cut-out cock206 is in its close position, a relay vent valve device 207 is providedcomprising a casing having a piston chamber 208 containing a piston 209and a valve chamber 210 containing a valve 211 adapted to be operated bypiston 209. The valve 211 when opened, is adapted to vent fluid from thebrake pipe 108.

The piston chamber 208 is connected to a pipe 212 which leads to theseat of the rotary valve 99 ot' the brake valve device. 'When the brakevalve device is moved to emergency position, fluid under pressure issupplied through pipe 212 to pifton chamber 208 and the piston 209 isthereupon opssiiaf erated to unseat the valve 211 and thus effect asudden reduction in brake pipe pressure.

Having now described our invention, what we claim as new and desire tosecure by Letters Patent, is

1. In an automatic train control apparatus, the combination with a brakepipe, of means operative upon a change in the signal indication for atone time effecting a reduction in brake pipe pressure in a single stageand at another time in two stages.

2. In an automatic train control apparatus, the combination with a brakepipe, of means operating in accordance with the character of the changein the signal indication for either effecting a reduction in brake pipepressure in one stage or in two stages.

3. In an automatic train control apparatus, the combination with a brakepipe, of means normally operative upon a change in the signal indicationfor effecting a reduction in brake pipe pressure in one stage andoperative upon a change in the si nal indication to danger or low speedfor e ecting a reduction in brake pipe pressure in two stages.

4. In an automatic train control apparatus, the combination with a brakepipe, of means for automatically effecting a reduction in brake pipepressure in two stages, a valve device having positions for cutting saidmeans into and out of action, and means operating only upon a change inthe signal indication to low speed for effecting the movement of saidvalve device to its cut in position.

5. In an automatic train speed control apparatus, the combination with abrake pipe, of means for automatically effecting a reduction in brakepipe pressure in two stages, a valve device for cutting said means intoand out of action, a train speed controlled governor, a valve operatedby said governor for controlling the operation of said valve device, anda valve mechanism movable in accordance with a change in the signalindication for controlling communication from said valve to said valvedevice.

6. In an automatic train speed control apparatus, the combination with abrake pipe, of means for automatically effecting a reduction in brakepipe pressure in two stages, a valve device operated by fluid underpressure for cutting said means into action, and a valve mechanismoperated upon a change in the signal indication for supplying fluidunder pressure to said valve device.

7. In an automatic train speed control apparatus, the combination with abrake pipe, of means for automatically effecting a reduction in brakepipe pressure in two stages, a valve device operated by fluid underpressure for cutting said means into action. a train speed controlledgovernor, a valve operated by said governor for venting fiuid from saidvalve device. and a valve mechanism operated upon a change in the signalindication for supplying fluid under pressure to said valve device andfor connecting said valve to said valve device.

8. In an automatic train speed control apparatus, the combination with abrake pipe, of' means for automatically effecting a reduction in brakepipe pressure in two stages, a valve device operated by fluid underpressure for cutting said means into action. a train speed controlledgovernor. a valve o erated by said governor' for venting uid from saidvalve device, and a valve mechanisr'n operated upon a change in thesignal indication for connectingr said valve to said valve devicewhereby fiuid is vented from said valve device when said valve is open,said valve mechanism being adapted to supply fluid under pressure tosaid valve device when said valve is closed.

9. In an automatic train speed control apparatus, the combination with asplit brake pipe reduction controlling means, of a valve device operatedby a reduction in fluid pressure for cutting said means out of actionand by an increase in fluid pressure for cutting said means into action,and valve means operated according to the signal indication and havingone position for supplying fluid uuder pressure to said valve device andanother position for venting fluid from said valve device.

10. In an automatic train speed control apparatus, the combination witha split brake pipe reduction controlling means, of a valve deviceoperated by a reduction in fluid pressure for cutting said means out ofaction and by an increase in fluid pressure for cutting said means intoaction, valve means operated according to the signal indication andhaving one position for supplying Huid to said valve device and anotherposition for venting fluid from said valve device. a train speedcontrolled governor, and a valve operated by said overnor for alsoventing fluid from said va ve device, communication from said valve tosaid valve device being controlled by said valve means.

11. In an automatic train control equipment, the combination withapparatus operated upon a change in the signal indication for effectingan application of the brakes. of a brake pipe, and means operative toprevent the operation of said apparatus, including a spring and amovable abutment subject on one side to fluid pressure and on theopposite side to brake pipe pressure and the pressure of said spring.

12. In an automatic train control equipment, the combination withapparatus operated iipon a change in the signal indication for effectingan application of the brakes. of a brake pipe, and means operative toprevent the operation of said apparatus, including a spring and amovable abutment sub]ect on one side to the pressure in a chambercharged from the brake pipe and on the opposite side to brake pipepressure and the pressure of said spring.

13. In an automatic train control equipment, the combination withapparatus operated upon a change in the signal indication for effectingan application of the brakes, of a brake pipe, means operative toprevent the operation of said apparatus, including a spring and amovable abutment subject on one side to the pressure of a chambercharged from the brake pipe and on the opxposite side to the brake pipepressure and t e pressure of said spring, and a brake valve device having a position for cutting olf communication from the brake pipe tosaid chamber and for effecting a reduction in brake pipe pressure andconsequently on tlie spring side of said abutment.

14. In an automatic train control equipment, the combination withapparatus operated u on a change in the signal indication for e ectingan ap lication of the brakes, of a brake pipe, a uid pressure controlledvalve device operative to prevent the operation of said apparatus, a.valve device or controlling the fluid pressure on said fiu'id pressurecontrolled valve d evice and comprising valve means, a spring, and adiaphragm for operating said valve means, said diaphragm being su jecton one side to the pressure in a chamber charged from the brake pipe andon the opposite side to brake pipe pressure and the pressure of saidspring.

15. In an automatic train control equipment, the combination withapparatus operated upon a change in the signal indication for effectingan ap lication of the brakes, of a brake pipe, a flui pressurecontrolled valve device operative to prevent the operation of saidapparatus and comprising valve means, a spring, and a diaphragm subjectto the opposing pressures ot' said spring end a chainber, and meanscontrolled by brake pipe pressure for controlling the Huid pressure insaid chamber.

16. In an automatic train control equipment, the combination with abrake pipe, of apparatus for effecting an automatic train controlapplication ot the brakes, a valve device operated by fluid pressure forsuppressing the operation of said apparatus to effect an application ofthe brakes, means for supplying fluid dischai ged from the brake pipe ineffecting a reduction in brake pipe pressure to said valve device, meansoperated upon a predetermined reduction in brake pipe pressure forsupplying fiuidto said valve device, and a bra e valve device having abrake application position in which Huid is supplied to said va vedevice.

17. In an automatic train control equipment, the combination with abrake pipe, of apparatus for effecting an automatic train controlapplication of the brakes, a valve device operated by iluid pressure forsuppressing the operation of said apparatus to effect an application ofthc brakes, means for supplying fluid discharged from the brake pipe inefectin a reduction in brake pipe pressure to sait valve device, meansoperated upon a predetermined reduction in brake pipe pressure forsupplying fluid to said valve device, and a brake valve device havingmeans for supplying fluid to said valve device in tlie serviceapplication position.

18. In an automatic train control equipment, the combination with abrake pipe, of apparatus for efi'ectin an automatic train controlapplication o the brakes, a valve device operated by fiuid pressure forsuppressing the operation of said apparatus to effect an application ofthe brakes, means for supplying fluid discharged from the brake pipe ineffecting a reduction in brake pipe pressure to said valve device, meansoperated upon a predetermined reduction in brake pipe ressure for suplyin liuid to said valve evice, and a bra e va ve device having meansfor supplying fiuid to said valve device in the service applicationposition and for venting fluid from said valve device in a position inwhich the brakes are released.

19. In an automatic train control equipment, the combination with abrake pipe, of apparatus for eecting an automatic train controlapplication of the brakes, a valve device operated by fluid pressure forsuppressing the operation of said apparatus to eli'ect an application ofthe brakes, means for supplying fluid discharged from the brake pipe ineffecting a reduction in brake pipe pressure to said valve device, meansoperated upon a predetermined reduction in brake pipe pressure forsupplyin fluid to said valve device, and a brake valve device havingmeans for supplying liuid to said valve device in the serviceapplication position and for venting fluid from said valve device innormal running position.

20. In an automatic train control equipment, the combination with abrake pipe, of apparatus for effecting an automatic train controlapplication of the brakes, a valve device operated by fluid pressure forsuppressing the operation o said apparatus, and a brake valve device forsup lying Huid under pressure to said valve evice upon movement thereofto eect an application of the brakes.

21. In an automatic train control equipment, the combination with abrake pipe, of apparatus for effecting an automatic train controlapplication of the brakes, a valve lll device operated b v fluidpressure for suppressing the operation of said apparatus, anda brakevalve dcvicc for .supplying fluid under pressure to said valve deviceupon iuovcuu nt thereof to cllcct a reduction in brake pipe pressure.

2;". In an automatic train control equipment. the combination with abrake pipe. of apparatus` l'or etici-ting an automatic train controlapplication ot' the brakes. a valve device operated bv fluid pressurefor suppressing the operation of said apparatus, and a brake valvedevice for supplying fluid t'roin the brake pipe to said valve deviceupon movement thereof to service application position.

Q3. In an automatic train control equipment. the combination with abrake pipe, of apparatus for effecting an automatic train controlapplication ot' the brakes. a valve device operated by fluid pressurefor suppressing the operation of said apparatus. and a brake valvedevice for supplying fluid under pressure to said valve device uponmovement thereof to effect an application of the brakes. communicationfrom the brake valve device to said valve device being cut olf uponmovement of said apparatus to effect an application of the brakes.

24. In an automatic train control equipment, the combination with abrake pipe, of apparatus for effecting an automatic train controlapplication of the brakes, a valve device operated by fluid pressure forsuppressing the operation of said apparatus, a brake valve device forsupplying fluid under press-ure to said valve device upon movementthereof to effect a reduction in brake pipe pressure. and meansoperating upon movement of said apparatus to efl'ect a train controlapplication for preventing the supply of fluid from said brake valvedevice to said valve device.

25. In an automatic train control equipment, the combination with abrake application valve device. of a suppression valve device operatedbv fluid under pressure for preventing the o eration of said brakeapplication valve cevice and a brake valve device having a position forsupplying fluid under pressure to said suppression valve device.communication through which fluid is supplied from the brake valvedevice to the suppression valve device being cut off upon movement ofsaid application valve device to application position.

26. In an automatic train control apparatas. the combination with abrake pipe and a reduction reservoir. of a brake application valvedevice operative to effect the discharge of fluid from the brake pipe tosaid reservoir and a brake valve device having a position for ventingfluid from said reservoir.

27. In an automatic train control apparatus, the combination with abrake pipe and a. rcdnctic'in reservoir, ot' a brake application valvedcviceoperative to effect the discharge ot' fluid from the brake pipe tosaid reservoir and a brake valve device having a position for connectingysaid reservoir to the atmosphere.

In an automatic train control apparatus. the combination with a brakepipe and a reduction recrvoir. of a brake application valve deviceoperative to effect the discharge of' fluid from the brake pipe to saidreservoir and a brake valve device adapted in a release position toconnect said re-ervoir to the atmosphere.

Q9. In an automatic train control apparatus, the combination with abrake pipe and a reduction reservoir, of a brake application valvedevice operative to effect the discharge of fluid from the brake pipe tosaid reservoir and a brake valve device having a release position inwhich a connection from said reservoir is connected to the atmosphere,and a lap position in which said connection is blanked.

30. In an automatic train control equipment, the combination withapparatus for effecting an automatic train control application of thebrakes and havingr a passage the venting of fluid from which is adaptedto etlect the operation of said apparatus, of a suppression valve devicefor controlling communication through said passage and a normallycharged reservoir connected to said passage.

31. In an automatic train control equipment. the combination withapparatus including a piston operable by a reduction in fluid pressurefor effecting an application of the brakes and a governor controlledvalve for venting fluid through a passage from said piston, of asuppression valve device having a valve for controlling communicationthrough said passage from said piston to said governor valve and areservoir` normally charged with fluid under pressure and connected tosaid passage between said suppression valve and said piston.

32. In an automatic train control equipment, t-he combination withapparatus including a piston connected to a passage adapted to becharged with fluid under pressure by way of a restricted port aroundsaid piston and said piston being operated by a reduction in pressure insaid passage for effecting an application of the brakes. of a governorcontrolled valve for venting fluid from said passage, a valve operableto cut off communication from said piston to said governor valve. and areservoir connected to said passage between the cut-oft` valve and saidpiston.

33. In an automatic train control equipment, the combination withapparatus for effecting a train control application of the Inti brakesand including an application valve device, of a valve device operated byfiuid under pressure for suppressing the operation of said apparatus andhaving a passage through which the fiuid pressure ou said suppressionvalve device is controlled, `said passage being controlled by saidapplication valve device and being connected to the atmosphere in theapplication position ot' said application valve device.

34. In an automatic train control equipment, the combination withapparatus for eli'ecting a train control application of the brakes, of avalve device operative to prevent the operation of said apparatus andincluding a diaphragm controlled by variations in fluid pressure in apassage, and a valve device for controlling the fluid pressure in saidpassage and including a double beat valve :for controlling communicationfrom said passage through a restricted port and then past said valve toan unrestricted exhaust port.

35. In an automatic train control equipment, the combination withapparatus for effecting an automatic train control Iapplication of thebrakes, of a brake valve device having an operating hand-le, and arelease valve mechanically operated by the movement of said handle,sai'd apparatus including a piston operated upon a reduction in pressurein a passage, and a valve adapted upon movement of said apparatus toapplication position to connect said passage with said release valve.

36. In an automatic train control equipment, the combination withapparatus for effecting an automatic train control application of thebrakes, of a brake valve device having an operating handle, and arelease valve mechanically operable by the movement of said handle, andadapted to be seated in a lap .position and unseated in a brake releaseposition of the brake valve, said apparatus including a controllingpiston operable upon a. reduction in Huid pressure in a passage and avalve adapted in the application position of said apparatus to connectsaid passage with said release valve.

37. In an automatic train control equipment, the combination withapparatus for effecting an automatic train control application of thebrakes, of a brakevalve device having an operating handle, a valve forcontrolling the operation of said apparatus in releasing the brakes, anda cam movable with said handle for controlling the operation of saidvalve.

38. In an automatic train control equipment, the combination with abrake application control pipe, of a cut-out cock for controlling pipeand a position 'for haust port.

df). lu an automatic train control rlpiipnient, the coinhin-.itlou witha brake application portion and a speed governor portion. of a fluidpressure supply pipe, an application pipe connecting' fluI fovcrniu'portion with the brake application portion. .i hrulte pipe. u cut-outcoi-lt having a position for closing communi `ation through said supplypipe and for connecting' the governor side of said application pipe withan eX- haust port, and a cut-out cock having a position for establishingcommunication through the brake pipe, and from the governor portion sideto the application portion side of said application pipe.

40. In an automatic train control equipment, the combination with abrake application portion and a speed governor portion. of anapplication pipe connectingthe governor portion with the brakeapplication portion, a cut-out cock for controlling communication fromthe governor portion through said pipe to the brake application portion,and a cut-out cock having a position for connecting to an exhaust port,that portion of the application pipe between the first mentioned cut-outcock and the governor portion.

4l. In an automatic train control equipment, the combination Withapparatus for effecting a train control application ot' the brakes. of abrake pipe, a fluid pressure controlled valve device for venting fluidfrom the brake pipe, a brake valve device. and a cut-out cock forcontrolling communication from the brake valve device to the brake pipe,said brake valve device having a position for varying the fluid pressureon said vent valve device to operate same and thcrcby effect a reductionin brake pipe pressure.

42. In an automatic train control equipment, the combination withapparatus for effecting a train control application of the brakes, of abrake pipe. a Huid pressure controlled valve device for venting fluidfrom the brake pipe, a brake valve device. and a cut-out cock forcontrolling communication from the brake valve device to the brake pipe,said brake valve device being adapted in emergency position to supplyfiuid under pressure to said vent valve device to operate the same andthereby effect a reduction in brake pipe pressure.

In testimony whereof We have hereunto set our hands.

CLYDE C. FARMER. THOMAS H. THOMAS.

communication through said second cut-out cock having a connecting saidpipe to an cx- Sil llO

DISCLAIMER Hof-why amers this' llisciainwt tu those Claims whilfli axvin tlm l'ulhnving umds:

"I, In an automatic train mntlnl apparatus, the mlnibinaiun with a brakepipe, of Infans opmativv upon a vliango in the signal indivalion l'nr atunc tinn vt'- fecting a reduction in Iii-alu1 pipf pivssnre in a singlestage and at anutlm tinax in two stages.

l In an automatic train control apparatus, the combination with a brakepipe, of means operating in acvordance with the Charatter of the Changein the signal indication for eithflr otcrting a rtduction in brake pipepressure in one stage or in two stagts.

[Uicial Gaaezte August 1934.1

